Locomotive brake-shoe.



No. 782,533. n lPA'IBN'IE) FEB. 14, 1905.

i H L. WINSLOW.

LGGOMOTIVE BRAKE SHOE.

APPLICATION FILED NOV. 19, 1904.

.UNITED STATES Patented February 14, 1905.

PATENT OFFICE.

LOCONIOTIVE BRAKEg-SHOE.

SPECIFICATION forming part of Letters Patent No. 782,533, dated February 14, 1905.

i Application filed November 19, 1904-.. Serial No. 233,422.

To (1r/ZZ whom, it Wto/y concern: i

Be it known that I, HORACE L. WINsLow, a citizen of the United States, residing at Chicago, county of Cook, State of Illinois, have invented a certain new and useful Improvement in Locomotive Brake-qhoes; and I declare the following to be a full, clear, and eX- act description of the invention, such as will enable others skilled in the art to which it pertains to make and use the same, reference being had to the accompanying drawings,which form a part of this specification.

M v invention relates in general to brakeshoes, and more particularly to that type of brake-shoe which is provided with a hook-lug at one end thereof for attaching the shoe to the brake-head, such type being primarily designed for use in connection with locomotive driving-wheels. y

In the type of locomotive brake-shoe in which a cast-metal hook-lug is provided near one end of the back vthereof for attaching the shoe to the brake-head the lug is frequently broken off either in shipping or in use, thereb v destroying the shoe. In order that the life of brake-shoes may be prolonged until almost entirely worn away, it has heretofore been proposed `to embody in the cast metal of the shoe nearthe back thereof strengthening strips or plates made of tough and ductile material, thereby permitting the shoe to continue,

in use 'even when worn very thin without danger of the shoe breaking and falling from the brake-head. I

The primary object of my invention is toA simple in construction, inexpensive in manur" facture, and durable in use.

My invention, generally described, consists in a locomotive brake-shoe having em bedded in as embodied in a convenient and practicalA form, and in which- Y Figure 1 is a side elevation; Fig. 2, a plan View; Fig. 3, asectional view on line 3 3, Fig. 2;' and Figs. 4 and 5, detail views.

Thesame reference characters are used to designate the same parts in the several figures of the drawings. i

Reference-letter A indicates a brake-shoe made of cast-iron and provided with a portion lA2, adapted to overlie the flangeofthe carwheel.

1,2 indicates the groove in the portion A2 to receive the wheel-flange, while a' designates a longitudinal channel formed in the portion of the body of the shoe which overlies the tread of the wheel adjacent to the flange.

A3 designates a hook-shaped lug projecting from the back of the shoe near one end there- "of and adapted to support the shoe upon the brake-head.

a? indicates a bolt-hole by means of which the lower part of the shoe is securely fixed to the brake-head.

B and B2 designate tie-rods extending longitudinally through the shoe and located adjacent to the back thereof. rIhese tie-rods are composed of tough ductile metal and are preferably semicircular in cross-section, as indicated in Fig. 3, in order that they may be located near the back of the shoe and at the same time be securely retainedtherein owing to the cast metal Asurrounding the upper curved surfaces of the rods. The rods B and B2 are preferably united by an integral hook -portion B3, which projects outwardly from the back of the shoe and is embedded in the cast-metal attaching-lug A3.

IOO

The tie-rods B/ and B2 may, if desired, be arranged as indicated in Fig. 2, or, in fact, in any positions within a plane parallel and adjacent to the back of the shoe. By arranging the tie-rods in irregular positions, such as shown in Fig. 2, there is less liability of their belng stripped out of the body of the shoe in case the cast metal of the attaching-lug breaks and the strain of supporting the shoe is imposed upon the portions of the rods embedded in the lug.

In Figs. 4 and 5 I have illustrated a modied way of bending the portion of the rods which forms the reinforcement` for the cast-metal at` taching-lug. In lieu of uniting the rods within the cast-metal lug A3 by an integral part in the same horizontal plane such integral uniting' part may be folded over, as shown in Figs. 4 and 5.

From the foregoing description it will be observed that I have invented an improved locomotive brake-slice the longevity of which is increased by embedding reinforcing-rods extending in irregular paths through the castmetal body of the shoe adjacent to the back thereof, thereby permitting the shoe to be almost entirely worn away without danger of its becoming' broken in two and falling from the brake-head. It will also be observed that by extending portions of the tie-rods into the cast hook-shaped lug the latter is strengthened and the shoe is prevented from disengagement from the brake-head even though' the castmetal lug should become broken. The tierods thereby perform the double function of preventing the body of the shoe from breaking when worn thin and also of anchoring te reinforced attaching-lug securely to the' s oe.

While I have described more or less precisely the details of construction, I do not wish to be understood as limiting myself thereto, as I contemplate changes in form, the proportion of parts, and the substitution of equivalents as circumstances may suggest or render expedient without departing from the spirit of my invention.

Having now fully described my invention,

what I claim as new, and desire to secure by.

Letters Patent, is-

1. A locomotive brake-shoe comprising a .cast-metal body portion and an attaching-lug cast integrally therewith, said lug projecting from the back of the shoe adjacent to one end thereof, a rod of tough, ductile material inserted in the body of, the shoe near the back thereof, a portion of said rod being embedded in said attaching-lug.

2. A locomotive brake-shoe comprising a cast-metal body portion and an attaching-lug cast integrally therewith, said lug projecting from the back of the shoe near one end thereof, a semicircular rod of tough ductile metal inserted in the body of the shoe with its curved surface near the back thereof, a portion of said rod being extended into and embedded in said lug.

3. A locomotive brake-shoe comprising a' Cast-metal body portion and a hook-shaped lug cast integrally therewith, a reinforcing-rod inserted in the body of the shoe near the back thereof, a portion of said rod being bent in the form of a hook and embedded in said lug.

4. A locomotive brake-shoe comprising a cast-metal body portion and a hook-shaped lug cast integrally therewith, a bent rod semicircular in cross-section inserted in the body of the shoe with its vcurved surface adjacent to the back thereof, a portion of said rod being formed into a hook and embedded in said lug.

5. VA locomotive brake-shoe comprising a cast-metal body portion and an attaching-lug cast integrally therewith, a pair of reinforcing-rods inserted in the body of the shoe near the back thereof, said rods having formed integral therewith a portion embedded in said cast-metal lug.

6. A locomotive brake-shoe comprising a cast-metal body portion and a hook-shaped lug cast integrally therewith, a pair of reinforcing-rods inserted in the body of the shoe near the back thereof, said rods being united by an integral hook extending into and embedded in said lug.

7. A locomotive brake-shoe comprising a cast-metal body portion and a hook-shaped lug cast integrally therewith and projecting from the back thereof near one end of the shoe, a pair of bent rods semicircular in cross-section embedded in the body of the shoe near the back thereof, said rods being united by a p0rtion thereof bent into the form of a hook and embedded in said lug.

In testimony whereof I sign this specification in the presence of two witnesses.

`HORACE L. WINSLOW.

Witnesses:

GEO. L. WILKINSON, C. A. MULLEN. 

